Internal-combustion engine



4 3 6., MM 6., 1L 5 FM N J mm H.

MaK-@h 2,2,

INTERNAL COMBUSTION ENGINE ed Jan. ll, 196'@ 2 Sheets-Sheet l I fzwntor /ltt'orney H. R. JONES vINTEENAIJ coNmUsTIoN ENGINE y Filed Jan. l1, `192e 2 sheets-sheet Mw, m5, un. J//.

Attorney manner. it one side of' euch cylinder the cylinder bloeit is formed with en exhaust port 12 which ie positioned adjacent the lower end ofy the stroke et .movement of the pistoni()V while ut diametrieully opposite points of euch cylinder ere the intuire ports 13 which are substantially narrow With respect to the exhaust ports 12 and the lower edges ot which are in the same plane. In this Way, the exhaust port will open ut thelower end ot euch stroke of the piston 10 to permit the exhaust prior to the intake of a new charge. l

The pistons 1() ure provided with projections lei inporder to direct the new fuel charge upwardly into the cylinders in such n. niunner :is to Completely scurenge the cylinder.

in exhaust manifold 15 is mounted on the side ot' 'the engine liloclt und onducts the exhaust from 'erich cylinder 4 outwardly through and to n suitable exhaust pipe. Spark plugs or sparking devices 16 are mounted in the upper end of eiieh cylinder' l in the cylinder block l und ettuclied to e. suitably timed ignitioneyetem lor properly timing :ind/controlling the engine. The upper eiink case seetion (l is provided with the usual breather tube 17 which providersl an oral filling neck for the crunlt case es well providing an air intuire port for the charger unit.

A balancer is used on the crank shut of the engine and is mounted between fh central hearing und cylinders tnereoiil us clearly shown in 3, the same including a pair o'l disks 18 mounted in spaced relution. on the crank shaft und Alornied with suituhie slots 19. Seguientiil balancing ellernents Qllnre slidiihly mounted between the platee llo havin@ projections extending into the. slotA l for 'iguidingiP the sliding movement oi the rlenicnts und limiting their outward umresnent 'from the crankshaft. .iiuitul'ile coiled npriugs LL/L normally operate lo retain thi, iiuluncing elemente adjacent the crunk nluiiit While the centrifugal lori-c in the rotation in the rrunlr ,shiil't cruises those elements lo uiovr outwardly in the slote l) to incr-enne the balancing' action thereof' :and inereuse speed the crunk simili in irect proportion tr/the reperti.

The liu uf'lieel *2li is n tinted on the toil wurd cnil nl' the Granit slime 'while the rear end extendsoutwardly from they crunk case for coi'inection with suiliihle driven upperutus und also mounts :i :sprocket :El :tor driving the churn-er unit through the silent chain L in :i inunncr u'liirh lwill he presently described. i

The charger unit in mounted li V tei-nul combustion engine und tor t pose the upper und lower crunk euse tions 7 have the crank cus-e ci this shown in Fig. 2, out independent of the` crunk ease of the internal combustion' enginea und divided into e plurality el" conipurtinents hy the partition 26. T he charger unit includes u Separate cylinder blocli' which is mounted on the upper crunk case section G at one side of the internal coinbustion engine, and which includes a plurulity of cylinders E28 corresponding in nun).- loer to the number of cylinders in the interuel combustion engine. Pistons 29 are operable in euch of these cylinders, and nttached hy the Connecting rods 3G to the crenlte 3l of the charger crunk `slifitt 32, which is provided with suitable bearings at e plurality of points between euch ot the cranks in the upper crunk case section G.

The upper crunk ease section G is formed with a plurality of trztnswersely extending webs :is shown in F Il, between the portions thereof forming the crank euse for the internal combustion engine and the charger units which are adapted to reinforce und forni stress reducing sections between the crunk ease for thel engin/eend 'the charger unit und are 'provided with .passages providing communication with euch of the chambers in the charger crunk cesse und the crunk etree of the internal conibustion engine.

A suitably operatedzvalve 35 is mounted in the passages 3A: and serves to permit iiow in. one direction only through said passages frein the crank case of the inter-nul combustion engineto euch separate chamber oi the crank Cese for the charger unit in it manner "lvhich will he presently pointed out. The crunk shalt olf the charger unit is proridedwith it ily wheel :it 36 on the forward end', ifvhile its rein end 'is` mounted on the Chain lsprocket il? receiving; the silent eliziiu 25 by which the crunk shalt 5&2 is driven troni the Inuin crank shaft oit the intel-nul conii'instion engine in the proper timed relution with the crunk ehuil oi" the iuternul izoinhueztion engine in order to produce proper cycle ol' operation thereof.

lliurli of the. cylinilrre1 2S ol the charger unit :ire formed with outlet ports -tu' which connnunicule with intaglio inunit'olds 1&5) con- .neeting these ports with the intake ports 13 nl the internal combustion cngiine in :i inunner :is elezirly shown Figs. l und The top portion ot the cylinder block 2? is l'oz'medwitii an inlet port et() controlled hy the spring: operated vulve 111 which permits flow into thecylinders 28 but prevents ily hulriiow eli) through. A manifold 42 is con neet-ed to the upper end of the cylinder bloei: 27 ol the charger unit und in turn receives the pipe connection 43 which niouits thc curbureting' device All which muy he ol' :my suitable and desired design found heet adaptable for the purpose.

The cylinder block 27 is also Vformed at 4one s post the. valve 255.V llt mits 'the compressed with. a, plurality oit passages l5 presiding, coinniui'i `on between the cylin-` chamhers in the crenlr case a ruilt so that the air coroin the case chambers ci the ci AVHfer unie is communicated to the cylinders EZB above the piisons,v when the pistons 529 are in their lower limit et movement as shown in Figi The construction shown. is particularly adapted to provide a two-cycle internal combustion engine having; tour cylinders'in which the charger unit hss u separate cyliu der tor chai ing; each `correspending cylinder olf the internal combustion engine in the proper timed relation therewith. ln operation., -the charger in the downward stroke oithe pisto p ilers 28 n irom the position shown in Fig. the charge ci? air in the cranl au. i which has heenpreviously taken in nrougrh enel-weather pipe i7., the crankcase or the motor und through the passage simultaneously draws in a charge ot .tuel mixture jfreno the csrhuretiopj .clerics through the pipe con.- nection i3, the manifold lf2 and past the faire in the pe l0 and into the upper end ot the cylinder 2li. The piston 29 con-- trois the y-pass @e5 in, the charger so that it is normallyclosel and when the pistonreaches he lower nit' ci stroke of movement, ich is the position shown in Fig. 5, it incorers the enel et the passage Ll5 end perair in the crank case je unit to pass into the ton und comniingle rawn into this pori; oer oi the @here cylinder t3 above th u 'th the charge oit tue e cylinder. i

oi'ides'ior a sul'istantial intermixii u' oi' nel cher-ge with the air ut a pressure ionsiderahly above atmospheric pressure and in addition supplies any 'fuel vapor obtained troni the oii in the cruel( case ot' the motor 'with this charge oi compressed air to the iuel iiiisture. "liiis proif'ides un etlicient 'trici mixture which is then further coinpresseil in the upstroizo of the pistou from the position shown in his; l? to the position of' ifig. 2. .so that iii the position oi the parts as iii Fig. il, this'liighly compressed charge will he :hirced through the. intake manifold 3) through the intake l?? of the motor, into the cylinder i., and will he directly upwardly so us to completely scarenp'e the cylinder of the remaining exhaust ,rias and .provide a substantially Well mixed preheated charge ot tuel vapors "o the cylinder 4. ln the next portion ot the movement of 'the two crunk shafts, the piston l0 will he moved i'lpwardly to close the inlet and exhaust ports l); und 13. while tlwwpiston 29 will close the hy-pass l5, und in the normal operation oi' the engine the charge in the cylinder 4L will he suhs-ant-ially higher than normal atmo spheric pressure iii View of the extra compis ld vcharge under compression..

The pre-heating of the gaseous mixture effected through the heating of the sir in,

the crank case of the engine as Well as the generation ot' heat during;` the triple conm pression vof the air and ,mixture iii the charger unit and the engine before the liring thereof. The number ofi parte ere reduced to a minimum by providing control ports in the construction ot this ttwo cyliu der engine so that a highly intermisecl and compressed gaseous charge is supplied the engine at the lower movement ci' limit to the piston. i

The engine, in operating on a two cycle principle tires at the upper end of the morem ment est each piston, so that each downward strolre of the piston will provide power stroke for the engine. ln this way., a 'Giro cycle engine is provided having all oli the `advantages ot a four cycle engine, and in which double the number of power impulsesare applied to the main crank sha'hf 8. No

gaseous fuel mixture is compressed or passed i through the crank case of the engine so that the usualtype of lubrication system as nos' used in four cycle engines may he used with. this engine to sufficiently lubricate the entire operative mechanism of the engine in the' saine manner aswilhs tour cylinder engine. and thereby produce a two cycle motor hay; ing the operating lite'of the ordinery four cycle motor.

A further `aclcvantage is obtained in dra'w ing all of the `gases trom theV crei-1l; esseci the motor into the charger unit so as to prevent leakage past the piston 10 from diluting the lubricant in the crank case, and ut the saine time utilizing this leakage for .its fuel value in operating the motor. y

lt 'will thus loewseen 'that an internal coin-- bustion engine of .the two cycle type has heen provided which includes substantially uli oi' the advantages of the ordinary tour cycle lll@ Milli mmm-and develops a considerably greater and smootli'er amount of power than similar types ot' engines et' its proportionate size.'

it is to he further understood that the charger unit may loe constructed with e ioni cycle motor for charging the cylinders 'in the usual manner through intake and exhaust valves properly adjusted to time the operation of the intake and esihaust withy the motor, and in which coniunction this charger unit in providing; double compression of the air and mixture before supplying it to the engine will not only supa more thoroughly mixed charge ot coin-x pl i hustihle. fuel, but a larger "volume by reason ol" charging the engine cylinders 'with a So that with this construction applied to a our cyclo engine of similar character to that shown iu the drawing a greater production oit power' the use of suitable Civ for the same amount of fuel 'an be provided which will. give the engine all of the above mentioned advantages. l

-ilaving thus described my invention, what I claim as new isz-- l. An internal combustion engine, lcomprising an' engineI unit, and a charger unit, said units having independent cylinder blocks'for'med with a cylinder, and sectional crank case forming members formed integral for both units and crank case chambers, a breather passage for 'the engineV crank case, arvalve passage between the engine crank case and the charger crank case chamber, pistons reciprocable in the engine and charger unit cylinders in timed relation, intake and exhaust passages controlled in a predeterminedmanner and eomnnmicating with the charger and engine unit cylinders, the exhaust passageof the -charger unit having communication with the'inlet passage of the engine unit, and a Y ily-pass between thecrank case chamber and vthe cylinder of the charger unit.

.tiran internal combustion engine,` an

. engine' unit having a working cylinder and a working piston, a charger' unit having a vdouble-actin1 c lindei ad'acent said working cylinder, a passage establishingcom` Y,munication between said cylinders for ad "mitting a Working migttu're to the working Ycylinder from the charger cylinder, an exhaust from the working cylinder controlled in a predetermined manner, a double acting piston in the charger cylinder, a

` vali/ed air inlet to the charger cylinder at one side of said piston, a vaivcdjfuel mix ture ,inlet communicating with the cylinder at the opposite side ofthe piston, a bAy-pass providing seperate in the charger cylinder to permit passage of air from the iirstmentioned side of the piston to the last mentioned side thereof, and means for operating said piston in timed relation, whereby in one stroke of the charger piston, a charge of air will be drawn into one end'of the charger cylinder' and a cliarge'of fuel and compressed air willebe intermixed and compressed in the other' end of saidcharger cylinder and supplied at the end of the stroke of the piston to the work` ing cylinder and in the opposite stroke of Said charger piston the charge of air in the first n iimed end of the charger cylinder will be compressed, while a charge of fuel mixture will be d 'awn "into the last named end oi said charger cylinder, and at the end of this stroke f the piston will 'uncover the by-pass to permit a charge of compressed air to enter the opposite end of the cylinder for intermixture under pressure with thtl fuel mixture therein.

3. An internal combustion engine comprising a working cylinder and piston. means operable in timed relation with said Werl.; ing piston for providing a predetermined charge 'of -fuel mixture, compressing a preliminary air charge, mixing the compressed air'cliarge with the fuel mixture to provide an intermixture at a pressure higher than the fuel mixture, and for subsequently compressing the lastmixt-ure, means for supplyingthe last mentioned compressed mixture to the working cylinder, and means for operating the working piston to compress the mixture "suppliedt ereto in one stroke for combustion at thel end of said stroke.V

I n testimony whereof I atlix my signature,

l AHENRY R; J GNES.. 

